ActyonA0A07002 PDF

07 5
FUEL SYSTEM
GENERAL
FUEL INJECTION SYSTEM
ASSY
Electronic Control of Fuel System
Fuel Pressure Sensor
HOUSING
High pressure Common Rail
pump
EXHAUST I N T A K E
IMV valve
Low and high
pressure pump High
Fuel temperature
sensor
Pressure
Pipe
LUB
Water separator
Water detection
sensor Priming
pump
COOLING
Label
(C2I)
Fuel
Filter
FUEL
Injector
CONTROL
Sensors
SENSOR
HFM sensor
Cam position sensor
Crank position sensor
Fuel tank ECU
Knock sensor etc.
Components:
- High pressure fuel pump Supply line
- Fuel rail - Fuel pressure sensor
Return line
- Fuel injectors - Electroc control unit (ECU) - Various sensors and actuators ECU
communication line
According to input signals from various sensors, engine ECU calculates driver’s demand (position of the accelerator
pedal) and then controls overall operating performance of engine and vehicle on that time.
ECU receives signals from sensors via data line and then performs effective engine air-fuel ratio controls based on those
signals. Engine speed is measured by crankshaft speed (position) sensor and camshaft speed (position) sensor determines
injection order and ECU detects driver’s pedal position (driver’s demand) through electrical signal that is generated by
variable resistance changes in accelerator pedal sensor. Air flow (hot film) sensor detects intake air volume and sends the
signals to ECU. Especially, the engine ECU controls the air-fuel ratio by recognizing instant air volume changes from air flow
sensor to decrease the emissions (EGR valve control). Furthermore, ECU uses signals from coolant temperature sensor
and air temperature sensor, booster pressure sensor and atmospheric pressure sensor as compensation signal to respond
to injection starting, pilot injection set values, various operations and variables.
CHANGED BY FUEL SYSTEM
EFFECTIVE DATE ACTYON SM - 2006.03
AFFECTED VIN
6 07
Composition of Fuel System

Components in fuel system are designed to generate and distribute high pressure, and they are controlled electroni-
cally by engine ECU. Accordingly, fuel system is completely different from injection pump type fuel supply system
on the conventional Diesel engine. The fuel injection system in common rail engine is composed of transfer pressure
section that transfers fuel in low pressure, high pressure section that transfers fuel in high pressure and ECU control
section.
Common rail
High pressure pipe
Fuel pressure
sensor
Injector
D20DT: 4 EA
D27DT: 5 EA
Priming pump
Fuel pump Fuel filter

(High pressure pump, transfer pump)
<Fuel Line System>
Fuel route
Transfer
Fuel Tank Priming Pump Fuel Filter
Pump
Transfer Pressure Line
High Pressure Fuel Pressure

Injector Common Rail
Pump Regulation Valve
High Pressure Line
FUEL SYSTEM CHANGED BY

ACTYON SM - 2006.03 EFFECTIVE DATE
AFFECTED VIN
07 7
Hydranlic Cycle in Fuel Line (Tramsfer and High Pressure Line)
GENERAL
ASSY
Transfer pressure Pressure limiter
regulation (High pressure)
HOUSING
EXHAUST I N T A K E
Transfer pump High pressure pump
LUB
Return
valve
COOLING
Inlet
valve
below 2 bar
below -0.3
FUEL
bar Venturi Common rail
over
1050
bar
CONTROL
* IMV valve
fully open
SENSOR
Injector
Priming pump
Fuel
filter
Except D20DT
High pressure supply line
Transfer pressure supply
Fuel tank line
Return line

AFFECTED VIN
8 07
Components of Low Pressure Transfer Line

Low pressure stage is to supply sufficient fuel to high pressure section and components are as below.
1. Fuel tank (including strainer)
2. Hand priming pump
3. Fuel filter
4. Transfer pump
5. Other low pressure fuel hoses
Fuel tank
Fuel tank is made of anti-corrosion material and its allow-
able pressure is 2 times of operating pressure (more than
min. 0.3 bar). It has protective cap and safety valve to
prevent excessive pressure building. Also, to supply fuel
smoothly, it has structure to prevent fuel from leaking in
shocks, slopes and corners and.
Priming pump
If fuel runs out during driving or air gets into fuel line after
fuel filter replacement, it may cause poor engine starting
or damage to each component. Therefore, the hand prim-
ing pump is installed to bleed air from transfer line.
When the vehicle is under the conditions as below, press
the priming pump until it becomes rigid before starting
the engine.
1. After run out of fuel
2. After draining the water from fuel separator
3. After replacing the fuel filter
Press the priming pump until it becomes rigid before start-
ing the engine.
Fuel filter
It requires more purified fuel supply than conventional die-
sel engine. If there are foreign materials in the fuel, fuel
system including pump components, delivery valve and
injector nozzles may be damaged.
Fuel filter purifies fuel before it reaches to high pressure
pump to help proper operations in high pressure pump.
And more, it separates water from fuel to prevent water
from getting into FIE system (high pressure line).

AFFECTED VIN
07 9
Components of High Pressure Transfer Line
GENERAL
In the high pressure section, sufficient fuel pressure that injectors requires will be generated and stored. The com-
ponents are as below:
1. High pressure pump
ASSY
2. Rail pressure sensor
3. Pressure limit valve
4. Common rail
HOUSING
5. High pressure pipe
6. Injector
7. Fuel pressure regulating valve (IMV)
EXHAUST I N T A K E
High pressure pump
This is plunger pump that generates high pressure; and
driven by crankshaft with timing chain. The high pressure
pump increases system pressure of fuel to approx.
1,600 bar and this compressed fuel is transferred to high
pressure accumulator (common rail) in tube through high
LUB
pressure line.
COOLING
Common rail
FUEL
It stores fuel transferred from high pressure pump and
also stores actual high pressure of fuel. Even though the
CONTROL
injectors inject fuel from the rail, the fuel pressure in the
rail is maintained to a specific value. It is because the
effect of accumulator is increased by unique elasticity of
fuel. Fuel pressure is measured by rail pressure sensor.
SENSOR
And the fuel pressure regulating valve (IMV, Inlet Meter-
ing Valve) included in high pressure pump housing keeps
pressure to a desired level.

AFFECTED VIN
10 07
High pressure pipe (fuel pipe)

Fuel line transfers high pressure fuel. Accordingly, it is
made of steel to endure intermittent high frequency pres-
sure changes that occur under maximum system pres-
sure and injection stops. Injection lines between rail and
injectors are all in the same length; it means the lengths
between the rail and each injector are the same and the
differences in length are compensated by each bending.
Injectors
The fuel injection device is composed of electrical sole-
noid valve, needle and nozzle and controlled by engine
ECU. The injector nozzle opens when solenoid valve is
activated to directly inject the fuel into combustion cham-
ber in engine. When injector nozzle is open, remaining
fuel after injection returns to fuel tank through return line.
Pressure limit valve, fuel returned by low pressure and
fuel used for high pressure pump lubrication also return
to fuel tank through return line.
Transfer pump
The transfer pump is included in the housing of the high
pressure pump. The transfer pump is the volumetric blade
type pump. To deliver the continuously required fuel
volume, the pump transfers fuel from the fuel tank to high
pressure pump.
Fuel filter replacement

1. Fuel filter change interval: every 30,000 km
2. Water separation interval: every 10,000 km (same with
engine oil change interval)
3. Never reuse the removed fuel filter

AFFECTED VIN
07 11
FUEL TRANSFER LINE
GENERAL
Transfer Pump
Description
ASSY
The transfer pump is the device to provide sufficient fuel to high fuel pressure line and is mechanical type feed pump
that is driven by timing chain linked to crankshaft. This mechanical type feed pump is subject to air inflow, therefore,
HOUSING
a hand priming pump is installed to bleed air from fuel transfer line.
The transfer pump is included in the housing of the HP pump. The transfer pump is the volumetric blade type pump
and consists of the following components:
EXHAUST I N T A K E
1. A rotor turned by the shaft of the HP pump. The connection is provided by splines.
2. An eccentric liner fixed to the housing of the HP pump by 6 Torx bolts. The liner is positioned by two off-set pins
in order to prevent any assembly errors.
3. Four blades set at 90°. Each blade is held against the liner by a coil spring.
4. The inlet and outlet orifice.
LUB
COOLING
FUEL
CONTROL
Transfer pump HP pump
<Sectional Diagram of Fuel Pump>
SENSOR
<Sectional Diagram of Transfer Pump>

AFFECTED VIN
12 07
Principle of operation
Housing Rotor
Blade
Chamber
Consider the chamber between the rotor, the liner and two successive blades (refer to above figure).
1. When the chamber is in position 1, the volume of the chamber is minimal. The changes in volume according to
the angle of rotation of the rotor are small.
2. The rotor makes a quarter turn clockwise. The previous chamber is now in position 2.
The inlet orifice is uncovered. The volume contained in the chamber quickly rises. The pressure inside the
chamber drops sharply. Fuel is drawn into the chamber.
3. The rotor continues to rotate. It is now in position 3. The inlet and outlet orifices are now sealed off. The volume
area controlled by the rotor, the liner and the two blades is at the maximum. The changes in volume according to
the angle of rotation of the rotor are small.
4. The rotor continues to rotate. It is finally in position 4. The outlet orifice is uncovered. The volume area controlled
by the rotor, the liner and the blades decreases quickly. The pressure inside the chamber rises sharply. The fuel
is expelled under pressure. The depression caused by the transfer pump’s rotation is sufficient to draw in diesel
fuel through the filter. The transfer pump is driven by the shaft of the HP pump, transfer pressure thus rises with
engine speed. A regulating valve allows the transfer pressure to be maintained at a practically constant level
(about 6 bar) throughout the whole range of engine operations by returning some of the fuel to the pump inlet.
Fuel
pressure
(bar)
Fuel pump speed (rpm)
Characteristics of the transfer pump
Regulating pressure 6 bar

Volume controlled 5.6 cm3/revolution
Flow 90 /h at 300 rpm pump
650 /h at 2,500 rpm pump
Intake capacity 65 mbar at 100 rpm pump

AFFECTED VIN
07 13
INLET METERING VALVE (IMV)
GENERAL
Overview
The LP actuator, also called the inlet metering valve, is
ASSY
used to control the rail pressure by regulating the amount
of fuel which is sent to the pumping element of the HP
pump.
HOUSING
EXHAUST I N T A K E
This actuator has two purposes: IMV effect
1. Firstly, it allows the efficiency of the injection system
to be improved, since the HP pump only compresses without IMV
with IMV
the amount of fuel necessary to maintain in the rail
LUB
the level of pressure required by the system as a func-
tion of the engine’s operating conditions.
COOLING
FUEL
Torque (Nm)
Rail pressure = 80 bar
2. Secondary, it allows the temperature to be reduced in
CONTROL
Fuel temperature at
the fuel tank. When the excess fuel is discharged into without IMV
system backleak
the back leak circuit, the pressure reduction in the with IMV
fluid (from rail pressure down to atmospheric pressure)
Fuel Temp.(°C)
gives off a large amount of heat. This leads to a tem-
SENSOR
perature rise in the fuel entering the tank. In order to
prevent too high a temperature being reached, it is
necessary to limit the amount of heat generated by
the fuel pressure reduction, by reducing the back leak
flow. To reduce the back leak flow, it is sufficient to
adapt the flow of the HP pump to the engine’s require-
ments throughout its operating range.
Torque (Nm)

AFFECTED VIN
14 07
Composition of IMV
The IMV is located on the hydraulic head of the pump. It is fed with fuel by the transfer pump via two radial holes. A
cylindrical filter is fitted over the feed orifices of the IMV. This makes it possible to protect not only the LP actuator,
but also all the components of the injection system located downstream of the IMV.
The IMV consists of the following components:
1. A piston held in the fully open position by a spring.
2. A piston filter located at inlet.
3. Two O-rings ensuring pressure tightness between the hydraulic head and the body of the IMV.
4. A body provided with two radial inlet holes and an axial outlet hole.
5. Coil
Transfer pump Solenoid

Fuel
Filter Spring
High pressure Piston
Outlet hole O-ring

Fuel
Transfer pump

AFFECTED VIN
07 15
Principle of Operation
GENERAL
The LP actuator is used to proportion the amount of fuel sent to the pumping element of the HP pump in such a way
that the pressure measured by the HP sensor is equal to the pressure demand sent out by the ECU. At each point
of operation, it is necessary to have:
ASSY
• Flow introduced into the HP pump = Injected flow + Injector backleak flow + injector control flow
The IMV is normally open when it is not being supplied with fuel. It cannot therefore be used as a safety device to
shut down the engine if required.
HOUSING
The IMV is controlled by current. The flow/current law is represented below.
EXHAUST I N T A K E
Flow / Current Law
Flow (I/hr)
LUB
Current (mA)
COOLING
Specifications
Piston stroke 1.4 mm
FUEL
Diameter of holes 3.4 mm
Coil resistance 5.4 Ω (at 25°C)
Power supply Battery voltage (It is prohibited to supply the IMV directly at the battery voltage
CONTROL
during the diagnostic test)
Max. current 1A
Weight 260 g
SENSOR
Operating temperature 40°C < T < 125°C
Fluid temperature 40°C < T < 90°C
Control logic Normally open without power (The flow decreases as the current rises).
• ECU determines the value of the current to be sent to the IMV according to:
• Engine speed
E
• Flow demand • Inlet Metering
C
• Rail pressure demand Valve (IMV)
U
• Measured rail pressure

AFFECTED VIN
16 07
HIGH FUEL PRESSURE LINE

High Pressure Pump
Description
This pump generates high fuel pressure and is driven by timing chain (radial plunger principle). This pump pressur-
izes the fuel to approx. 1600 bar and sends this high pressurized fuel to high pressure accumulator (common rail) via
high pressure line.
It is possible to extend the pumping phase in order to considerably reduce drive torque, vibration and noise since the
pump no longer determines the injection period. The differences from conventional rotary pumps lies in the fact that
it is no longer the hydraulic head rotor which turns inside the cam, but the cam which turns around the hydraulic
head. Thus, any problems of dynamic pressure tightness are eliminated because the high pressure is generated in
the fixed part of the pump.
1. IMV (Inlet Metering Valve)

2. Hydraulic Head
3. Plunger
4. Drive shaft and cam ring
5. Housing
6. Roller and shoe
7. Transfer pump
8. Fuel temperature sensor
Fuel 9. Vent
discharge
10. High fuel pressure - OUT
11. Pressure regulator
Fuel supply
Specifications
1. Maximum operating pressure: 1600 ± 150 bar
2. Operating pressure limit: 2100 bar
3. Maximum sealing pressure: when using a plug instead of PRV, no leaks around pump outlet port (when
applying 2500 bar of constant pressure)
4. Fuel pressure at inlet (pressure regulating valve): 6 bar
5. Operating temperature: Continuously operating within temperature range of -30°C ~ 120°C in engine compartment
6. Inflowing fuel temperature: The maximum inflowing fuel temperature is 85°C (continuously able to operate)
7. Pump inlet pressure: Relative pressure Max. 048 bar (to end of filter’s lifetime)
8. Driving torque: 15 Nm / 1600 bar
9. Gear ratio (engine: pump): 0.625
10. Lubrication: - Inside lubrication (rear bearing): Fuel
- Outside lubrication (front bearing): Engine oil

AFFECTED VIN
07 17
Principle of operation
GENERAL
1. During the filling phase, the rollers are kept in contact with the cam by means of coil springs mounted on either
side of each shoe. The transfer pressure is sufficient to open the inlet valve and to move the pumping plungers
apart. Thus, the dead volume between the two plungers fills with fuel.
ASSY
2. When the diametrically opposite rollers simultaneously encounter the leading edge of the cam, the plungers are
pushed towards each other.
3. As soon as the pressure becomes higher than the transfer pressure, the inlet valve closes. When the pressure
HOUSING
becomes higher than the pressure inside the rail, the delivery valve opens. Consequently, the fuel is pumped
under pressure into the rail.
4. During the input phase, transfer pressure pushes back the inlet valve. Fuel enters the body of the pumping
element. The valve closes as soon as the pressure in the pumping element becomes higher than the transfer
EXHAUST I N T A K E
pressure.
5. During the input phase, the ball of the delivery valve is subject to the rail pressure on its outer face and to the
transfer pressure on its inner face. Thus the ball rests on its seat, ensuring the pressure tightness of the body of
the pumping element. When the pressure in the element becomes higher than the pressure in the rail, the ball is
unbalanced and it opens. Fuel is then pumped into the rail at high pressure.
LUB
Roller
COOLING
FUEL
CONTROL
Plunger
<Fuel Input> <Pressurize>
SENSOR
This high pressure pump generates the driving torque with low peak torque to maintain the stress to driving components.
This torque is smaller than that of conventional injection pump, thus, only a small load will be applied to pump. The
required power to drive pump is determined by set pressure for rail and pump speed (delivery flow). Note that the fuel
leakage or defective pressure control valve may affect the engine output.

AFFECTED VIN
18 07
Inlet valve and delivery valve

During the input phase, transfer pressure pushes back the inlet valve. Fuel enters the body of the pumping element.
Under the effect of the transfer pressure, the two plungers are forced apart. When the rollers simultaneously encoun-
ter the leading edge of the cam, pressure suddenly rises in the body. Of the pumping element. The valve closes as
soon as the pressure in the pumping element becomes higher than the transfer pressure. During the input phase,
the ball of the delivery valve is subject to the rail pressure on its outer face and to the transfer pressure on its inner
face. Thus the ball rests on its seat, ensuring the pressure tightness of the body of the pumping element. When the
two diametrically opposite rollers encounter the leading edges of the cam, the plungers are forced together and
pressure quickly rises in the body of the pumping element. When the pressure in the element becomes higher than
the pressure in the rail, the ball is unbalanced and it opens. The spring calibration is negligible compared with the
pressure forces. Fuel is then pumped into the rail at high pressure.
<Inlet Valve> <Delivery Valve>
Lubrication and cooling of the HP pump

Lubrication and cooling of the pump are provided by the fuel circulation. The minimum flow required to ensure
adequate operation of the pump is 50 /h.
Phasing of the HP pump

Conventional fuel injection pumps ensure pressurizing and distribution of the fuel to the different injectors. It is
essential to set the pump in such a way that the injection occurs at the required place during the cycle. The HP
pump of the common rail system is no longer used for the fuel distribution, it is therefore not necessary to set the
pump in relation to the engine.
Nevertheless, the setting or phasing of the pump offers two advantages:
1. It allows the torque variations of the camshaft and the pump to be synchronized in order to reduce the stresses
on the timing belt.
2. It allows pressure control to be improved by synchronizing peak pressures produced by the pump with pressure-
drops caused by each injection.
This phasing allows pressure stability to be improved, which helps to reduce the difference in flow between the
cylinders.

AFFECTED VIN
07 19
HP Pump Fuel Route
GENERAL
The fuel passed through the fuel filter is sent to the transfer pump via the HP inlet pump. this fuel passes through the
transfer pump by the transferring pressure and maintains the predefined value by the regulating valve in HP pump.
Also, this fuel gets into the IMV that controls only the fuel to the high pressure pump.
ASSY
The below figure describes the pump operations when acceleration and deceleration.
When need high fuel pressure (acceleration)
HOUSING
IMV open
EXHAUST I N T A K E
LUB
Venturi
to common
COOLING
rail
Fuel supply
FUEL
to fuel tank
Backleak
CONTROL
SENSOR

AFFECTED VIN
20 07
When do not need high fuel pressure (deceleration)
IMV close
Venturi
to common
rail
Fuel supply
to fuel tank
Backleak
The fuel is sent to the high pressure side (hydraulic head) and compressed by the plunger. And, goes into the
common rail through the high pressure pipe.
The IMV installed in the high pressure side (hydraulic head) of HP pump precisely controls the fuel amount and
delivers the rail pressure feedback same as required amount.
The IMV is controlled by ECU.
Performance curve of HP pump

The time required to obtain a sufficient pressure in the rail to enable the engine to start depends on the volume of the
system (definition of the rail, length of the pipes, etc.). The aim is to reach a pressure of 200 bars in 1.5 revolutions
(3rd compression).
• Maximum operating pressure: 1600 ± 150 bar
Rail pressure (bar)
Engine speed (rpm)
<Pressure Curve of HP Pump>

AFFECTED VIN
07 21
Sectional View of HP Pump
GENERAL
ASSY
HOUSING
EXHAUST I N T A K E
LUB
COOLING
<Transfer Pump>
FUEL
CONTROL
IMV valve
SENSOR
High pressure
pump
<IMV Valve and High Pressure Pump (Drive Shaft)>

AFFECTED VIN
22 07
Inlet valve
Temperature
sensor
Shoe and roller Supply valve
<Inlet Valve, Outlet Valve, Shoe and Roller, Temperature Sensor>
<Hydraulic Head>

AFFECTED VIN
07 23
Removal and Installation
GENERAL
Removal
Preceding Works:
ASSY
1. Disconnect the negative battery cable.
2. Apply the parking brake and place the chocks
under the tires. (transmission "N" position)
HOUSING
EXHAUST I N T A K E
1. Turn the auto tensioner counterclockwise and re-
move the fan belt.
NOTICE
• Slacken the pulley bolt.
LUB
COOLING
2. Remove the engine belt pulleys.
FUEL
1) Cooling fan pulley
2) Coolant pump pulley
CONTROL
3) Idle pulley
3. Unscrew lower bolt (13 mm) and upper bolt (24 mm) SENSOR
and remove the auto tensioner.
NOTICE
• To prevent oil leaks, store the removed auto
tensioner in upright position.
• Pump the suto tensioner several times before in-
stalling it.

AFFECTED VIN
24 07
6. Remove the high pressure pump housing.

Preceding Work: Remove the No.2 EGR pipe.
7. Align the OT mark by rotating the crankshaft.

1) Open the oil filler cap and check if the OT mark
on crankshaft is aligned to the notch on the
camshaft.
8. Unscrew the bolts and remove the vacuum modu-

lator bracket.
1) Disconnect the high pressure pump and vacuum
modulator connector.
2) Disconnect the fuel lines to high pressure pump.
3) Plug the openings of pipes and ports with pro-
tective caps to keep the cleanness of the fuel
system.
4) Remove the high pressure fuel pipe between
HP pump and common rail.
9. Rotate the crankshaft clockwise so that the HP

pump sprocket holes are aligned to the bolt holes.

AFFECTED VIN
07 25
8. Hold the HP pump sprocket and slacken the
GENERAL
center bolt.
ASSY
HOUSING
EXHAUST I N T A K E
9. Slacken three HP pump mounting bolts until they
rest on the sprocket.
LUB
COOLING
FUEL
10. Loose the HP pump center nut by tapping it with
a hammer.
CONTROL
NOTICE
• Tap the center bolt with a hammer after tightening.
• Make sure that the center bolt is securely tightened.
11. Remove the remaining bolts with the same manner SENSOR
and remove the high pressure pump.

AFFECTED VIN
26 07
Installation
1. Replace the HP pump gasket with new one (cannot

be reused).
2. Tighten the HP pump bolts.

Tightening torque 25 Nm
3. Hold the HP pump sprocket and tighten the center

nut.
Tightening torque 65 Nm
NOTICE
• The center nut should be replaced once removed
(cannot be reused).
• Tighten the center nut with the specified tighten-
ing torque.
4. Install the vacuum modulator bracket.
NOTICE
• Replace the fuel lines to HP pump with new ones
(cannot be reused).
• Make sure that the connectors are installed to the
correct locations. (The wiring end with white tape

AFFECTED VIN
07 27
5. Apply the sealant to the HP pump housing and
GENERAL
tighten the bolts.
NOTICE
ASSY
• Sealant (DB2210): 661 989 56 A0
HOUSING
EXHAUST I N T A K E
6. Install the auto tensioner and belt pulleys.
LUB
COOLING
7. Rotate the crankshaft pulley two revolutions and en-
FUEL
sure that the OT mark on the crankshaft pulley and
the OT mark on the camshaft pulley are aligned.
CONTROL
NOTICE
• Open the oil filler cap and check if the OT mark on
crankshaft is aligned to the notch on the camshaft.
SENSOR

AFFECTED VIN
28 07
Fuel Filter
Function
Foreign materials in fuel can damage the pump components, transfer valve and injectors. Therefore, the high
pressure direct injection engine must use fuel filter. Otherwise, the operation performance will drop dramatically.
And, diesel fuel may contain water due to condensation by temperature changes and this condensation water
can damage the system by corroding the injection system. Thus, the common rail engine should have function
that can drain water periodically.
from HP pump to fuel tank

to HP
pump
from fuel tank
Fuel filter
Water Sensor Fuel level in filter: 500 ± 25 cm3
Effective water storing rolame: 120cc Filtering effective
Warning light ON level: 39 cc • Particles larger than 3µm > 98 %
• Particles larger than 5µm > 99.8 %
• Particles larger than 15µm > 100 %
Drain plug

AFFECTED VIN
07 29
Change Interval: 30,000 km
GENERAL
Water separation and storage function
1. Function: It separates the condensation water from diesel fuel to prevent the water from getting into FIE system,
and results in protection of FIE system. (manual drain)
ASSY
2. Water reserve capacity: 124 cc
3. Water warning light turning on level: 39 cc
HOUSING
4. Water drain interval: When changing engine oil or every 20,000 km
Water sensor
EXHAUST I N T A K E
It is integrated in the filter and sends signal to ECU when water level reaches at a specified value (over 75 cc) in
the filter to let the driver drain the water.
Fuel De-Waxing – Improving starting performance in cold weather

Due to characteristics of diesel fuel, some of fuel components solidify during cold winter under below a specific
temperature (-15°C). When those symptoms happen, engine may stall; however, some of the fuel (temperature
LUB
rises due to high compression) in the HP pump in D27DT engine return to the filter to warm up fuel when
temperature is below 50°C by improving cold start performance during cold winter.
COOLING
FUEL
CONTROL
SENSOR

AFFECTED VIN
30 07

1. Disconnect the fuel supply and return hoses.
NOTICE
• Plug the openings of hoses and fuel filter with seal-
ing caps.
• Ensure that the hoses are connected to correct
positions.
2. Loosen the bracket bolts and disconnect the hose from

the drain plug.
3. Remove the fuel filter.
4. Install in the reverse order of removal.
5. Press the priming pump until it becomes rigid to de-
liver the fuel to the transfer line of HP pump.

AFFECTED VIN
07 31
Priming Pump
GENERAL
If fuel runs out during driving or air gets into fuel line after
fuel filter replacement, it may cause poor engine starting
or damage to each component. Therefore, the hand prim-
ASSY
ing pump is installed to bleed air from transfer line.
to fuel
When the vehicle is under the conditions as below, press filter
the priming pump until it becomes rigid before starting
HOUSING
the engine.
Conditions for using Priming Pump
1. After run out of fuel from fuel
tank
EXHAUST I N T A K E
2. After draining the water from fuel separator
3. After replacing the fuel filter
NOTICE
• When the fuel filter is replaced, the fuel in the fuel tank should be transferred to the filter by using priming
pump. So never transfer the fuel in the fuel tank to the filter by driving HP pump with cranking the engine.
LUB
Relations Between Pressure and Temperature in Fuel Transfer Line
COOLING
Pump inlet pressure
FUEL
Pump
High pressure common rail
CONTROL
Fuel transfer
line
SENSOR
Injector
Ventury
Pump outlet Injector No.1 return Injector No.5 return

pressure pressure pressure
1. The fuel transfer line is the line between fuel tank and HP pump inlet port. The pressure on this line affects the
lifetime of fuel filter.
2. Temperature of fuel transfer line
1) Pump inlet temperature is less than 80°C.
2) Above figure shows the temperature changes in each section caused by temperature changes in pump inlet
section; the temperature of fuel pump inlet is up to 80°C.
And, diesel fuel has lubrication effects due to its viscosity. Thus, the fuel is also used for pump lubrication.
However, this lubrication performance drops as the temperature rises. Accordingly, when the fuel temperature
is over 50°C, 100% of fuel is returned to fuel tank to cool down the temperature and then increase the
lubrication effects of fuel and prevent heat damage on each section of high fuel pressure line.
AFFECTED VIN
32 07
High Pressure Accumulator (Common Rail)
Description
The high pressure accumulator reserves the high pressure fuel. Simultaneously, the pressure changes due to
the delivery from HP pump and the fuel injection is diminished by rail volume. This high pressure accumulator is
commonly used in all cylinders. Even when a large amount of fuel leaks, the common rail maintains its internal
pressure. This ensures that the injection pressure can be maintained from when the injector opens.
Function
1. Relieve the pressure pulsation
2. Provide pressure information to ECU (fuel pressure sensor)
Specifications
1. Material: Forged Steel
2. Dimension: • Volume: 19.5 ± 1cc
• Length: Max. 345.11 mm
• Outer diameter: 27 mm
3. Fuel pressure sensor Integrated type

1) Sensor input voltage: 5 ± 0.1V
2) Sensor output signal voltage: • 4.055 ± 0.125 V ≅ 1600 ± 15 bar
• 0.5 ± 0.04 V ≅ 0 bar
4. Operating pressure range
1) Normal condition: 0 ~ 1800 bar
2) Exceptional condition: available within 1800 ~ 2100 bar
3) Bursting pressure: over 2500 bar
5. Ambient temperature:
1) available within -40°C ~ 125°C
2) Spontaneous max. temperature after engine stops: 140°C (acceptable against total 15 hours)
6. Fluid temperature: -40 ~ 100°C under normal operating conditions

7. Removal and installation: 10 times without any damage

AFFECTED VIN
07 33
GENERAL
D20DT No. 1 No. 3 No. 4 No. 2
D27DT No. 1 No. 2 No. 3 No. 4 No. 5
ASSY
HP pipe
HOUSING
Injector
High fuel pressure
EXHAUST I N T A K E
pipe
HP pipe
Fuel pressure
sensor
LUB
COOLING
HP pump
<High Pressure Accumulator>
FUEL
CONTROL
High Fuel Pressure Pipe
1. Function: Resistant to pressure changes, tightness against surroundings, supplying fuel through pump, rail and
injector with high pressure
SENSOR
2. Material: Steel (Zn Plated)
3. Common: Cylinder 1, 2, 3, 4
4. Internal pressure
1) Internal operating pressure: 0 ~ 1600 bar during its lifetime
2) Spontaneous max. pressure when restoring: 2100 bar (max. total period: 20 hours)
3) Bursting pressure: over 2500 bar
5. To keep cleanness and tightness, the high pressure pipe assembly should be used only once.
NOTICE
• Make sure to replace the removed high fuel pressure pipes.
• Tighten the fasteners with the specified tightening torque.

AFFECTED VIN
34 07

Preceding Work: Removal of engine cover
1. Disconnect the fuel pressure sensor connector.
NOTICE
• Replace the fuel pipes with new ones.
• Plug the openings of hole in the common rail with
sealing caps.
2. Unscrew the nuts and remove the fuel supply main

pipe from the fuel line.
Installation Notice
Tightening torque 40 ± 1.0 Nm
NOTICE
sealing caps.
3. Unscrew the high fuel pressure line nuts and remove

the fuel pipes.
Installation Notice
NOTICE
sealing caps.
4. Unscrew the bolts and remove the common rail

asssembly.
Installation Notice
NOTICE
sealing caps.

AFFECTED VIN
07 35
Fuel Pressure Sensor
GENERAL
ASSY
HOUSING
EXHAUST I N T A K E
LUB
COOLING
Fuel pressure sensor on the center of common rail detects instant fuel pressure changes and then sends to ECU.
When received these signals, ECU uses them to control fuel volume and injection time.
The fuel in the rail reaches to sensor diaphragm via blind hole in the pressure sensor and the pressure signal
converts to electrical signal. The signal measured by sensor will be amplified to input to ECU.
FUEL
This piezo element type sensor changes pressure into electrical signal. Accordingly, when the shape of diaphragm
changes, electrical resistance in the layers on the diaphragm changes then can measure 0.5 ~ 5 V.
1. Sensor input voltage: 5 ± 0.1 V
CONTROL
2. Output signal voltage of sensor
1) 4.055 ± 0.125 V: 1600 ± 15 bar
2) 0.5 ± 0.04 V: 0 bar
SENSOR

AFFECTED VIN
36 07
Sensing area Amplifier

Pres- Physical
Converts to Electrically
sure changes
electric signal amplyfying
signal
<Operation Principle of Fuel Pressure Sensor>
Upper area
Output
voltage
Lower area
Pressure (P)
<Sensor Voltage>
Piezo resistance
Ground
SIG
REF 5V
Pressure sensor
<Circuit Diagram of Fuel Pressuer Sensor>

AFFECTED VIN
07 37
Fuel Temperature Sensor
GENERAL
Temperature
ASSY
HOUSING
EXHAUST I N T A K E
Resistance
<Fuel Temperature Sensor> <Output Characteristics of Fuel Temperature Sensor>
Fuel temperature sensor is a NTC resistor that sends fuel temperature to ECU.
In case of NTC resistor, the resistance lowers if engine temperature rises so the ECU detects lowering signal
voltages.
Fuel temperature sensor is installed on the fuel return line to correct pressure after measuring fuel temperature.
LUB
5V is supplied to the sensor and voltage drop by temperature is delivered to ECU to measure the fuel tempera-
ture through analog-digital converter (ADC).
COOLING
Signal
FUEL
Fuel Temp
CONTROL
Sensor
Ground
SENSOR
<Circuit Diagram of Fuel Temperature Sensor>
HFM Sensor
Refer to “Intake System”
Crankshaft Position Sensor

Refer to “Engine Assembly”
Knock Sensor
Camshaft Position Sensor

AFFECTED VIN
38 07
INJECTOR
The C21 labels including injector characteristics are attached in each injector. These C21 values should be input to
ECU by using Scan-i when replacing the ECU or injectors.
Special cautions:
1. Plug the openings of hoses and pipes with the sealing caps.
2. Replace the copper washer in injector with new one.
3. Tighten the injector holder bolts with the specified tightening torque.
4. Be careful not to drop the injector.
Specifications
Length: · Injector body 181.35 mm
· Injector nozzle 22.155 mm
Nozzle basic: 5 Holes, 150° Cone
Angle, 890 mm3/min
Control: PWM type (solenoid injector)
Tightening: By clamping fork
Fuel return: Nipple
Edge filter
Leak off
nipple
C2I label
Nozzle holder body
Bobbin
C2I value Control valve
Cap nut Adaptor plate
Nozzle body
Washer
Nozzle needle

AFFECTED VIN
07 39
GENERAL
The maximum injection pressures are approximately 1,600 bar. The forces to be overcome in order to lift the needle
of the injector are therefore very large. Because of this, it is impossible to directly control the injector by using an
electromagnetic actuator, unless very high currents are used, which would be incompatible with the reaction times
ASSY
required for the multiple injections. The injector is therefore indirectly controlled by means of a valve controlling the
pressurizing or discharging of the control chamber located above the needle:
1. When the needle is required to lift (at the start of injection): the valve is opened in order to discharge the control
HOUSING
chamber into the back leak circuit.
2. When the needle has to close (at the end of injection): the valve closes again so that pressure is re-established
in the control chamber.
EXHAUST I N T A K E
Valve Valve
In order to guarantee response time and minimum en-
ergy consumption:
1. The valve must be as light as possible. Vo l u m e Contact
under making seal
2. The valve stroke must be as short as possible.
high
3. The effort needed to move the valve must be minimal, pressure
LUB
Depressuriza-
which means that the valve must be in hydraulic equi- Valve tion grooves
librium in the closed position. Spill Vo l u m e
orifice under
Spring pressure ensures contact between the valve and
COOLING
vacuum
its seat. To lift the valve, it is therefore required to over-
come the force being applied by this spring.
Spacer
FUEL
Spacer
The spacer is situated underneath the valve support. It
integrates the control chamber and the three calibrated
CONTROL
orifice which allow operation of the injector. These ori- INO inlet SPO spill
irifice orifice
fices are:
1. The injector supply orifice (Nozzle Path Orifice: NPO)
2. The control chamber discharge orifice (Spill Orifice:
SENSOR
Control
SPO) NOP nozzle
chamber
path orifice
3. The control chamber filling orifice (Inlet Orifice: INO)

AFFECTED VIN
40 07
Principle of Operation
FfFf= pressure
= * space
S
(Ff
(Ff==Prail
Pr* S)
Fo = pressure * space
Fo==Prail * S)
(Fo
(Fo = A)
Valve closed Valve opens Valve closes Valve closed

Needle Needle Needle open Needle
closed closed End of closed
No injection No injection injection No injection
Injector at rest
The valve is closed. The control chamber is subject to
the rail pressure.
The pressure force applied by the fuel onto the needle is:
Ff = S * Prail
The needle is closed and hence there is no fluid circu-
lation through the NPO orifice. While static, the nozzle
produces no pressure drop. The cone of the needle is
therefore subject to the rail pressure. The force ap-
plied by the fuel to the needle is:
Fo = A * Prail
Since Ff > Fo, the needle is held in the closed position.
There is no injection.
Solenoid valve control

When the solenoid valve is energized, the valve opens. * S: The area of the flat upper surface of the injector’s needle
* A: The area of the needle surface situated above the section
The fuel contained in the control chamber is expelled of contact between the needle and its seat
through the discharge orifice known as the Spill Orifice * Ff: The force applied by the fuel onto section “S”
(SPO). * Fo: The force applied by the fuel onto section “A”
As soon as Ff > Fo, the needle remains held against its
seat and there is no injection.

AFFECTED VIN
07 41
GENERAL
Start of injection
As soon as Ff < Fo, or in other words:
ASSY
Pcontrol < Prail * A/S
The needle lifts and injection begins. As long as the valve is open, the injector’s needle remains lifted. When
injection begins, fuel circulation is established to feed the injector. The passage of the fuel through the inlet
orifice of the injector (similar to a nozzle) leads to a pressure drop which depends on the rail pressure.
HOUSING
When the rail pressure is at its highest (1600 bar), this pressure drop exceeds 100 bar. The pressure applied
to the cone of the needle (the injection pressure) is therefore lower than the rail pressure.
EXHAUST I N T A K E
End of injection
As soon as the solenoid valve is de-energized, the valve closes and the control chamber is filled. Since the
needle is open, the thrust section areas situated on either side of the needle is therefore to apply different
pressures to each of these faces. The pressure in the control chamber cannot exceed the rail pressure, so it is
therefore necessary to limit the pressure applied to the needle’s cone. This pressure limitation is achieved by
the NPO orifice which produces a pressure drop when fuel is passing through it.
LUB
Prail * S (Prail - P) * S
When static, this pressure drop is zero. When the pressure in the control chamber becomes higher than the
pressure applied to the needle’s cone, the injection stops.
COOLING
FUEL
CONTROL
SENSOR

AFFECTED VIN
42 07
Fuel Pressure
Fuel pressure
1. Minimum operating pressure: start injection over 100 bar
2. Maximum operating pressure: 1,600 bar (max. operating pressure in normal conditions)
3. Operating pressure limit: 2,100 bar
Maximum fuel volume at each injector cycle

1. Pilot Injection 5 mm3
2. Main Injection 85 mm3 (within 200 ~ 1,600 bar)
Main injection
Pilot injection
Small injection
separation
3. Small injection separation: min. 200

Opening Delay Definition
(duration between the end of pilot injection and start
of main injection)
4. Opening Delay
10%
: Delayed time from applying operating voltage to start signal
amplitude Injection rate
of injection Injector drive pulse
5. Adjustment of feedback injection volume: C2I

10%
signal
amplitude
Time ( )

AFFECTED VIN
07 43
Injector Control
GENERAL
Current
ASSY
Peak pull
current = 22.0 A
Through pull
HOUSING
current = 7.5 A
Peak hold
current = 22.0
A
Through hold
current = 7.5 A
EXHAUST I N T A K E
Time
Pull-in period Hold period
LUB
The control current of the coil takes the following form:
COOLING
1. The low current allows the Joule effect losses in the ECU and injector to be reduced. The call current is higher
than the hold current because during the hold phase.
2. The air gap between the valve and the coil is reduced and the electromagnetic force to be applied to the valve can
thus be reduced. It is no longer necessary to overcome the valve inertia.
FUEL
NOTE
• Joule Effect: Heat capacity (H) = 0.24 I 2RT
CONTROL
SENSOR

AFFECTED VIN
44 07
Fuel Injection
Other than conventional diesel engine, common diesel engine use two steps injection as follows:
1. Pilot Injection
2. Main Injection
In above two step injection, the fuel injection volume and injection timing is calibrated according to fuel pressure and
fuel temperature.
Pilot injection
Before starting main injection, a small amount of fuel is injected to help proper combustion. This injection is for
reducing the engine noise and vibration.
In other words, it makes the pressure increase in combustion chamber during combustion smooth to reduce the
engine noise and vibration (suppressing the surging). Basic values for pilot injection are adjusted according to
the coolant temperature and intake air pressure.
Cylinder pressure (p)
Needle lift (k)
Cylinder pressure (p)
Needle lift (k)

Angle of crankshaft Angle of crankshaft
<Characteristic Curve of Discharge without <Characteristic Curve of Discharge with

Pilot Injection> Pilot Injection>

AFFECTED VIN
07 45
Main injection
GENERAL
Actual output from engine is achieved by main injection.
The main injection determines the pilot injection has been occurred, then calculates the injection volume. Accel-
erator pedal sensor, engine rpm, coolant temperature, intake air temperature and atmospheric pressure are
ASSY
basic date to calculate the fuel injection volume in main injection.
HOUSING
EXHAUST I N T A K E
1. Pilot injection
Pressure
2. Main injection
1a. Ignition pressure with pilot injection
2a. Ignition pressure without pilot injection
LUB
Angle of crankshaft
<Characteristic Curve of Combustion Chamber Pressure During Pilot Injection>
COOLING
FUEL
CONTROL
SENSOR

AFFECTED VIN
46 07

Preceding Work: Removal of engine cover
1. Disconnect the injector return hose.
NOTICE
• Plug the openings with sealing caps.
2. Remove the relevant connector for the injector.
3. Unscrew the bolts and remove the fuel pipes.
Installation Notice
Tightening torque 40 ± 4 Nm
NOTICE
• Plug the openings of the common rail with sealing
caps.
4. Unscrew the injector holder bolts.
Installation Notice
9 ± 1.0 Nm
Tightening torque
190° + 10°
Replace the bolts with new ones.
5. Disconnect the injector holder.
6. Remove the injectors with a special tool.
NOTICE
• Plug the openings of the injectors with sealing caps.
• Pull the dropped washer out from the engine with
a special tool.
NOTICE
• Replace the copper washer, holder bolts and fuel
supply pipes with new ones.

AFFECTED VIN
07 47
Circuit Diagram
GENERAL
ASSY
HOUSING
EXHAUST I N T A K E
LUB
COOLING
FUEL
CONTROL
SENSOR

AFFECTED VIN
48 07

AFFECTED VIN
07 49
GENERAL
ASSY
HOUSING
EXHAUST I N T A K E
LUB
COOLING
FUEL
CONTROL
SENSOR

AFFECTED VIN

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07 5

Composition of Fuel System

High pressure pipe

Fuel pump Fuel filter

<Fuel Line System>

Transfer Pressure Line

High Pressure Fuel Pressure

High Pressure Line

FUEL SYSTEM CHANGED BY

Hydranlic Cycle in Fuel Line (Tramsfer and High Pressure Line)

CHANGED BY FUEL SYSTEM

Components of Low Pressure Transfer Line

FUEL SYSTEM CHANGED BY

Components of High Pressure Transfer Line

CHANGED BY FUEL SYSTEM

High pressure pipe (fuel pipe)

Fuel filter replacement

FUEL SYSTEM CHANGED BY

FUEL TRANSFER LINE

<Sectional Diagram of Fuel Pump>

<Sectional Diagram of Transfer Pump>

CHANGED BY FUEL SYSTEM

Fuel pump speed (rpm)

Characteristics of the transfer pump

Regulating pressure 6 bar

FUEL SYSTEM CHANGED BY

INLET METERING VALVE (IMV)

2. Secondary, it allows the temperature to be reduced in

gives off a large amount of heat. This leads to a tem-

CHANGED BY FUEL SYSTEM

Transfer pump Solenoid

High pressure Piston

Outlet hole O-ring

FUEL SYSTEM CHANGED BY

CHANGED BY FUEL SYSTEM

HIGH FUEL PRESSURE LINE

1. IMV (Inlet Metering Valve)

FUEL SYSTEM CHANGED BY

<Fuel Input> <Pressurize>

CHANGED BY FUEL SYSTEM

Inlet valve and delivery valve

<Inlet Valve> <Delivery Valve>

Lubrication and cooling of the HP pump

Phasing of the HP pump

FUEL SYSTEM CHANGED BY

HP Pump Fuel Route

When need high fuel pressure (acceleration)

Transfer pump High pressure pump

CHANGED BY FUEL SYSTEM

When do not need high fuel pressure (deceleration)

Transfer pump High pressure pump

Performance curve of HP pump

Engine speed (rpm)

<Pressure Curve of HP Pump>

FUEL SYSTEM CHANGED BY

Sectional View of HP Pump

<IMV Valve and High Pressure Pump (Drive Shaft)>

CHANGED BY FUEL SYSTEM

Shoe and roller Supply valve

<Inlet Valve, Outlet Valve, Shoe and Roller, Temperature Sensor>

FUEL SYSTEM CHANGED BY

Removal and Installation

CHANGED BY FUEL SYSTEM